Antonow An-24 1966.

Kraków 2008-10-26

202b Section 1966-10-20


Antonow An-24


Poland

History


Transport plane.


Few people know that Antonov An-24 aircraft were used in Poland not only in LOT Polish Airlines, but also by Military Aviation. It was a short period of time, but it was. The fact that the An-24 aircraft are used as LSD (flying command post) is also little known.



An-24. Registration of SP-LTB at Okęcie. Aircraft in the new painting version. 1988. Photo of LAC


An-24. Registration of SP-LTB at Okęcie. Aircraft in the new painting version. 1988. Photo of LAC



History


The Li-2, Il-12 and Il-14 aircraft put into service did not meet the users' expectations very much. Too weak power units, and above all the lack of pressure cabins for the crew and passengers caused significant operational restrictions. New planes had to be constructed, free from these drawbacks.

It wasn't that easy though. Military and civilian airplanes were built separately in the West. Only military aircraft were built at CCCP. The only office that dealt with the construction of a military-civilian plane was the office headed by Dr. Oleg Antonov. Officially, work on the new aircraft began in 1958. The goal was to develop a twin-engine transport aircraft that could also carry passengers.

While developing the transport plane, the latest trends in global aviation were used. It was noticed that transport planes, due to the use of propeller drive (with increasingly larger propeller diameter), have high cabin floors. While for passengers it is only a few degrees more gangway, for heavy loads requires lifting them to a significant height. Therefore, the right solution is to build planes in upper-lobed or even back-lobed systems. The floor of the cabin (hold) was much lower. This solution also caused the possibility of moving the engines under the wing, instead of placing them above or in front of the wing so far. These two basic solutions meant that servicing the engines on the ground became easier, because access to the most important devices required lower platforms and could even take place without them.

It was decided to use turboprop engines for propulsion, which have much more power than piston units, and at the same time consume less fuel than turbojet engines.


The first prototype of the new aircraft was flown on December 20, 1959, and the pilots were J. Kurlin and G. Łysenko. In April 1960, the first flight was carried out by a complete passenger version. In 1963, the aircraft entered service. Production was significant and in 1967 it exceeded 1,100 units. To this number we must add several hundred machines made in China under the designation Y-7.

The aircraft was built in many versions and variants. The basic version was the passenger version, designated An-24 W, taking 44-52 passengers on board. Here is a small correction; in Russian the letter W looks like Polish B, that's why there are descriptions about the Antonov-24 B version.

Numerous changes were made during the production of the An-24 aircraft. Among other things, in the back of the fuselage instead of one aerodynamic steering wheel two were used. Wing flaps have been modified. New AI-24 A engines with 2 x 1 902 kW were used.


The An-24 RW version is a variant of An-24 W, which is equipped with an additional RU-19-300 turbojet engine installed in the right nacelle, in place of the starting turbine used so far. This engine is a typical APU engine. This engine acts as a starter for turboprop engines and supports thrust during take-off or flight. With this solution, it is possible to operate aircraft at high-altitude airports, with a location up to a height of 3000 m above sea level and at an air temperature of up to + 30 degrees C.

The An-24 T version is a transport version, where a raised door is placed in the rear bottom of the fuselage. The aircraft was equipped with an electric ceiling crane and floor conveyor. The loading hatch can be opened during the flight.

The An-24 RT version is the An-24 T version equipped with an additional turbojet engine. An-24 aircraft have been in use in many countries. Still in 2005 many small transport companies used them.



An-24 for the Polish Army. 1966.


In 1966, state authorities decided to buy the first two An-24 W aircraft for the transport of important personalities (VIPs) and include them in the fleet served by the 36th Special Transport Aviation Regiment at Okęcie. On October 20, 1966, both aircraft were delivered to Poland and carried the designation An-24 W No. 67302801 nb 011 and No. 67302802 nb 012.

In the margin. VIP is the abbreviation of the angelic phrase Very Important Person - a very important person. Of course, this abbreviation is not surprising to anyone today and it is widely known. However, during communism it would be unthinkable to use such a phrase. It was said - personally important aircraft.

After a short period of use, as of April 3, 1969, these aircraft were transferred to LOT Polish Airlines, where they received the registration SP-LTO and the proprietary name of Odra and SP-LTP and the proprietary name of Poprad.




An-24 W SP-LTP. 1970. Photo by LAC
An-24 W SP-LTP. 1970. Photo by LAC

The photo shows the An-24 W aircraft SP-LTP "Poprad" registration at LOT Polish Airlines at the Okęcie airport. The plane in the old version of painting.

On 10.08.1968, the third An-24 aircraft in No. 87304504 nb 014 was delivered to 36 SPLT in Warsaw. As a curiosity we will say that nb 013 was not broadcast. This copy served the longest of all military An-24s. On 29.01.1977, he was transferred to LOT Polish Airlines and received registration SP-LTZ. After some time, he returned to service in the army, which rebuilt him into a flying command post. Its exploitation ended in 1992.

On December 24, 1969 (when the Polish Army had only one An-24 W), two new An-24 W were delivered to 36 SPLT No. 97305701 nb 011 (again) and No. 97305702 nb 012 (again). The first of these aircraft, on October 10, 1973, was transferred to LOT Polish Airlines, where it received the SP-LTT registration and the name Noteć. This second plane, on February 28, 1973, was a catastrophe.

Last An-24 In No. 97306007 nb 015, the army received on May 26, 1970, and after four years of operation, on June 27, 1974, it was transferred to LOT Polish Airlines, where it received the registration SP-LTU and the name Drawa.

In total, the Polish Army operated 5 An-24 W. aircraft.



An-24 in PLL LOT.


An-24 aircraft in the W version entered PLL LOT equipment in March 1966. There were about 20 of them, including planes handed over by the army. Replaced Li-2 and Il-14 aircraft.

They were operated mainly on domestic lines. At the beginning of 1990 began to be replaced by ATR-42 aircraft. Their final operation ended in 1992 and some of the machines were sold.

For almost 26 years, the An-24 W aircraft was the primary passenger aircraft on domestic routes, connecting the following airports; Okęcie, Gdańsk-Wrzeszcz, Gdańsk-Rębiechowo, Balice, Wrocław-Starachowice, Poznań-Ławica, Szczecin-Goleniów, Koszalin-Zegrze Pomorskie, Słupsk, Rzeszów.




An-24 SP-LTA. 1991. Photo by LAC
An-24 SP-LTA. 1991. Photo by LAC

Pictured PLL LOT planes, including An-24 W registration SP-LTA, CCCP machines, are terminating operation at PLL LOT.

It is well known that the first pilots were men; Daedalus and Icarus. But women know theirs. They have always flown on brooms. - That's a joke, of course.

An-24 and the first female captain of the passenger ship in LOT Polish Airlines Mrs. Adela Szarzec. 1988. Photo of LAC
An-24 and the first female captain of the passenger ship in LOT Polish Airlines Mrs. Adela Szarzec. 1988. Photo of LAC

Versions An-24


  • An-24 - basic passenger version. Intended for transporting people on short routes, up to 500 - 900 km. During production, more powerful AI-24 A engines with 2 x 1 902 kW were used.
  • An-24 PT - an aircraft developed in 1964, adapted for flight in a tropical climate and use at high-altitude airports. As the first variant, it received a drive consisting of two 2 x 2,076 kW (2 x 2 820 hp) AI-24 T turboprop engines and a RU-19-300 turbine engine with 1 x 883 daN (1 x 900 kG) (APU) ). This engine acts as a starter for turboprop engines and supports thrust during take-off or flight. With this solution, it is possible to operate aircraft at high-altitude airports with a location up to 3,000 m above sea level and at an air temperature of up to + 30 degrees C. However, this variety has not entered production for the time being.
  • An-24 W - airliner developed in 1966. Takes up to 52 passengers or 5,500 kg of cargo on board. The aircraft received AI-24 engines with 2 x 1 877 kW (2 x 2 550 HP). The aircraft was operated in Poland.
  • An-24 RW - An-24 W aircraft with an additional RU-19-300 turbojet engine, as in the An-24 PT variant. The aircraft was developed in 1967.
  • An-24 T - transport and landing. Developed in 1966. In the rear bottom of the fuselage, the cargo door is raised. The aircraft was equipped with an electric ceiling crane and floor conveyor. The loading hatch can be opened during flight and parachutists jump through it.
  • An-24 RT - this version T is equipped with an additional turbojet engine.
  • An-24 TW - it's practically a prototype of the An-26 aircraft. Developed in 1968.
  • An-24 P - is a specialized version adapted to extinguish air fires.

  • An-24 aircraft are still in use in the People's Republic of Korea (2014).

An-24 in the People's Republic of Korea. 2014r. Photo of LAC
An-24 in the People's Republic of Korea. 2014r. Photo of LAC

Written by Karol Placha Hetman


Kraków 2008-10-26


202b Section 1966-10-20

Antonow An-24


Poland

Construction

Transport plane.

An-24 In LOT Polish Airlines approaching landing. Airplane in an older painting pattern. 1975. Photo of LAC
An-24 In LOT Polish Airlines approaching landing. Airplane in an older painting pattern. 1975. Photo of LAC

An-24 W PLL LOT SP-LTD. Airplane in a newer painting pattern. 1982. Photo of LAC
An-24 W PLL LOT SP-LTD. Airplane in a newer painting pattern. 1982. Photo of LAC

Construction


Medium and medium haul transport aircraft. Intended mainly for transporting people. The crew consists of 3-5 people. As a standard, the crew consists of two pilots, a navigator, radiotelegraphist and deck mechanic. In cruise flights, the crew consists of only two pilots. 44 - 52 passengers can be taken on board. Twin-engine high wing, half-shell design. The aircraft is adapted for use with ground surfaces.

Five-part, double-girder wing. The wedge angle is 3 degrees. The outer parts of the wings have a negative rise of 2 degrees. The wings are equipped with flaps and ailerons. Shuttlecocks are made of glass laminate. They were balanced massively and equipped with balancing flaps. Double-section Fowler graying flaps are hydraulically driven. The internal flaps are single-slot, the external are double-slot. Engine wings are attached to the wings together with the main chassis chambers. The leading edges are made as channels through which hot air flows for de-icing the wings.


The fuselage is technologically divided into three main parts. The front part begins with a honeycomb laminate cover under which the equipment is placed. The crew cabin is intended for 5 crew people; two pilots, a navigator, radio operator and on-board mechanic. In the upper part of the crew cabin there is a hatch for emergency crew leaving the aircraft. A luggage compartment was placed between the crew and passenger cabin, which is also accessible from the outside of the aircraft through the door in the starboard side. There is also a room for flight attendants in this part of the aircraft and meals are prepared here. The passenger cabin has 44 - 52 seats in a typical 2 x 2 arrangement with a transition in the middle. It was equipped with 16 windows, 8 on each side. There are very few windows and not all passengers could enjoy the view through the window. Some of these windows are emergency exits. In the rear of the hull on the port side there is a door through which passengers board. There is one more luggage room in the tail, which is also accessible through the door on the starboard side. The crew cabin, passenger compartment and luggage compartments are air-tight and air-conditioned.

Classic setup divided into rudders and ballasts. The horizontal is mounted with a strong rise. Vertical with high inflow. The edges of the tail are de-iced with warm air.


Three-support chassis with front wheels. All wheels are double. The front assembly is retracted to the hull backwards. Controlled left-right, using a hydraulic system. Main chassis with long shins, retractable forward to the chambers located in the engine nacelles. The main undercarriage covers have large ribs to use as large tires as possible. The covers are still closed, and they only open to extend or retract the chassis. This protects the chambers against dirt. Oil-gas (nitrogen) shock absorbers placed in the shins. The hydraulic system retracts and extends the landing gear, turns the front assembly, brakes with the main landing gear wheels. Emergency opening of the chassis under its own weight.




Cabin of pilots of the An-24 W. aircraft. Photo LAC
Cabin of pilots of the An-24 W. aircraft. Photo LAC

Passenger cabin An-24 W. Photo LAC
Passenger cabin An-24 W. Photo LAC

An-24 W power unit.


Two turboprop AI-24 engines with 2 x 1 877 kW (2 x 2 550 HP) or AI-24 A engines with 2 x 1 902 kW. They drive four-blade propellers, adjustable and equipped with de-icing system for both blade leading edge and hubcap.


Data T-T An-24 W. 1966. 



Span 29.30 m

Length 23.53 m

Height 8.32 m

Pow. carrier wing 72.46 m2

Curb weight 13,400 - 14,600 kg

Total weight 21,000 kg

Maximum weight 24,000 kg

Load weight 5 500 kg

Fuel 5,000 kg

Top speed 490 km / h

Climbing speed 4 m / s

Cruising speed 350 - 450 km / h

Landing speed 160 - 175 km / h

Maximum range 2,000 - 2,400 km

Range 2 050 km with a load of 2 100 kg and 550 km with a load of 5 500 kg

Ceiling 8,400 m

Run-up, run-down 600 / 1,500 m

Engine Turboprop AI-24 / AI-24 A

Power 2 x 1 877 kW - 2 x 1 902 kW

A crew of 5 people

Number of items in Poland 20



Written by Karol Placha Hetman



Kraków 2008-10-26


202b Section 1966-10-20


Antonow An-24


Poland

Tally

Transport plane.

Airplanes used in the 36th Special Transport Aviation Regiment.

1 An-24 W No. 67302801 nb 011 delivered on 20.10.1966. on state 36 SPLT at Okęcie. On April 3, 1969 the plane was handed over to LOT Polish Airlines where they received SP-LTO registrations and the Odra proper name.

2 An-24 W No. 67302802 nb 012 delivered on 20.10.1966. on state 36 SPLT at Okęcie. On April 3, 1969 the aircraft was handed over to LOT Polish Airlines and received SP-LTP registrations and the Poprad own name.

3 An-24 W No. 87304504 nb 014 delivered on August 10, 1968. up to 36 SPLT. This copy served the longest of all military An-24s. On January 29, 1977. was transferred to LOT Polish Airlines and received SP-LTZ registration. After some time, he returned to the army, which rebuilt it into a flying command post.

4 An-24 W No. 97305701 nb 011 (again) delivered on December 24, 1969. up to 36 SPLT. On 10.10.1973 was transferred to LOT, where it received the SP-LTT registration and the name Noteć.

5 An-24 W No. 97305702 nb 012 (again) delivered on December 24, 1969. up to 36 SPLT. On February 28, 1973. has suffered a disaster near Goleniów.

Airplanes used in LOT Polish Airlines.

1 An-24 In SP-LTA No. 57302203 Purchased in 1966. He finished flying in 1990.

2 An-24 In SP-LTB No. 57302205. Purchased in 1966. An attempted abduction to Germany on 10.01.1981.

3 An-24 W SP-LTC No. 5730220.

4 An-24 W SP-LTD No. 57302209. Delivered in 1966. On November 2, 1988, it suffered a disaster near Rzeszów. One person was killed.

5 An-24 W SP-LTE. On January 24, 1969, the An-24 SP-LTE aircraft approached the landing at Strachowice airport near Wrocław. The crew approached the landing in weather conditions below the minimum allowed. The airport reported that visibility was 800 m, and after a while that it was only 400 m. The minimum was 1,100 m. The plane landed a lot in front of the airport. Damaged railway traction on the Wrocław-Wałbrzych route, power poles and several trees. Eventually, the plane stopped in the field. Fortunately, no one was killed and nobody was seriously injured. Only pilots were hospitalized. All passengers were taken by PLL LOT bus to the center of Wrocław. The plane was scrapped and pilots lost their licenses. The accident was not publicized.

6 An-24 W SP-LTF. It suffered a catastrophe during a collision with a mountain in which 53 people died on April 2, 1969.

7 An-24 W SP-LTG No. 67302504.

8 An-24 W SP-LTH No. 67302505.

9 An-24 W SP-LTJ No. 67302506.

10 An-24 W SP-LTK No. 67302507.

11 An-24 W SP-LTL.

12 An-24 W SP-LTM.

13 An-24 W SP-LTN.

14 An-24 W SP-LTO Odra No. 67302801. Initially military. Look up.

15 An-24 In SP-LTP Poprad No. 67302802. Initially military. Look up. He flew back in 1992.

16 An-24 W SP-LTR No. 07306008.

17 An-24 In SP-LTS.

18 An-24 W SP-LTT Noteć No. 97305701. Initially military. Look up.

19 An-24 W SP-LTU. On March 26, 1981 suffered a catastrophe at the landing in Słupsk. One person was killed.

20 An-24 W SP-LTZ No. 87304504. Military. Look up.

Written by Karol Placha Hetman